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EP2843802B1 - Permanent magnet-type rotary electric machine and vehicle drive system - Google Patents

Permanent magnet-type rotary electric machine and vehicle drive system Download PDF

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Publication number
EP2843802B1
EP2843802B1 EP12875182.3A EP12875182A EP2843802B1 EP 2843802 B1 EP2843802 B1 EP 2843802B1 EP 12875182 A EP12875182 A EP 12875182A EP 2843802 B1 EP2843802 B1 EP 2843802B1
Authority
EP
European Patent Office
Prior art keywords
permanent magnet
permanent magnets
magnet
drive system
permanent
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP12875182.3A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2843802A1 (en
EP2843802A4 (en
Inventor
Kenta Kaneko
Moriyuki Hazeyama
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Publication of EP2843802A1 publication Critical patent/EP2843802A1/en
Publication of EP2843802A4 publication Critical patent/EP2843802A4/en
Application granted granted Critical
Publication of EP2843802B1 publication Critical patent/EP2843802B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/32—Rotating parts of the magnetic circuit with channels or ducts for flow of cooling medium
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • B60L9/22—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines polyphase motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H02K1/2706—Inner rotors
    • H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
    • H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H02K1/2706—Inner rotors
    • H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
    • H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
    • H02K1/2753—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
    • H02K1/276—Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM]
    • H02K1/2766—Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM] having a flux concentration effect
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/10—Arrangements for cooling or ventilating by gaseous cooling medium flowing in closed circuit, a part of which is external to the machine casing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/427—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/03—Machines characterised by numerical values, ranges, mathematical expressions or similar information
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a rotary electric machine such as a vehicle motor, and more particularly to a configuration of a rotor in a permanent magnet-type rotary electric machine in which permanent magnets are arranged inside of the rotor.
  • a motor (a permanent magnet-type motor) having permanent magnets incorporated therein.
  • the permanent magnet-type motor is known as a highly efficient motor because an excitation current is unnecessary due to magnetic fluxes established by the permanent magnets incorporated in the rotor and no secondary copper loss occurs because no current flows in a rotor conductor unlike the induction motor.
  • the induction motor is conventionally used in railroad vehicles, application of a permanent magnet-type synchronous motor has been recently examined to achieve an efficiency enhancement, downscaling and an output increase, and simplification of a cooling structure.
  • the permanent magnet-type motor is roughly classified into a motor having a surface magnet structure (an SPM motor (Surface Permanent Magnet Motor)) in which permanent magnets are attached to a surface of a rotor, and a motor having an embedded magnet structure (an IPM motor (Interior Permanent Magnet Motor)) in which permanent magnets are embedded inside of a rotor.
  • an SPM motor Surface Permanent Magnet Motor
  • IPM motor Interior Permanent Magnet Motor
  • a current (a motor current) flowing in the IPM motor needs to be reduced to enhance overall efficiency including the IPM motor and the inverter and an output voltage of the IPM motor needs to be increased to ensure a desired motor output.
  • a no-load induced voltage of an IPM motor is equal to or higher than an overhead wire voltage or overhead line voltage in the case of the maximum number of revolutions of the IPM motor.
  • Patent Literature 2 discloses a shape of an IPM motor in which magnets of a rotor are arranged in such a manner that two of the magnets for each pole form a V-shape and a heat transfer member for cooling is located at a central portion of each of the V-shapes.
  • US 2011/278967 A1 discloses a vehicle drive system comprising: A permanent magnet-type motor (10) for driving the vehicle; wherein the permanent magnet-type motor (10) includes a rotor core (12) in which magnet insertion holes (12d) are arranged in a convex shape, facing a center of a rotor (15), the magnet insertion holes (12d) having a plurality of permanent magnets (13) embedded therein for each pole, wherein a permanent magnet group for each pole having the plurality of permanent magnets (13) includes vent holes (12e) passing through the rotor core (12) in an axial direction between one of the magnet insertion holes (12d) in which the permanent magnets (13) are embedded and adjacent one of the magnet insertion holes (12d) or between the one of the magnet insertion holes (12d) and outer circumferential portions of the rotor core (12).
  • the no-load induced voltage is equal to or higher than the overhead line voltage. Therefore, for example, when the inverter fails while an induced voltage equal to or higher than the overhead line voltage is generated between terminals of the IPM motor, control on a current tending to flow from the IPM motor toward the overhead line is required, which increases the number of components and complicates the control.
  • the no-load induced voltage can be set to be equal to or lower than the overhead line voltage, for example, by reducing the number of turns in a stator winding of the IPM motor or increasing the number of parallel circuits to the stator winding.
  • the heat transfer members arranged as disclosed in Patent Literature 2 mentioned above are located at positions blocking magnetic paths of reluctance torque and thus the reluctance torque is reduced.
  • the present invention has been achieved in view of the above problems, and an object of the present invention is to provide a permanent magnet-type rotary electric machine and a vehicle drive system that can suppress reduction of reluctance torque and enhance overall efficiency including driving circuits such as an inverter while reducing the quantity of permanent magnets.
  • the present invention is directed to a permanent magnet-type rotary electric machine that achieves the object.
  • the rotary electric machine is driven by an inverter including switching elements formed of a wide band-gap semiconductor.
  • the rotary electric machine includes a stator that houses a stator coil inside of slots, and a rotor that has a rotor core arranged to be rotatable with respect to the stator via a rotation gap and has a plurality of permanent magnets embedded for each pole inside of the rotor core.
  • the rotor core includes magnet insertion holes arranged in a substantially U-shape facing an outer circumferential surface of the rotor, for embedding the permanent magnets, and includes hollow portions formed at both side surface portions in a direction orthogonal to a magnetization direction of the permanent magnets embedded in each of the magnet insertion holes.
  • a permanent magnet group for each pole having the plurality of permanent magnets includes vent holes passing through the rotor core in an axial direction between one of the magnet insertion holes in which the permanent magnets are embedded and adjacent one of the magnet insertion holes or between the one of the magnet insertion holes and outer circumferential portions of the rotor core. The vent holes are arranged at positions to form the substantially U-shape together with the magnet insertion holes.
  • vent holes are arranged along magnetic paths and adjacent to magnets. Therefore, the vent holes can cool permanent magnets without blocking the magnetic paths of reluctance torque. Furthermore, because a wide band-gap semiconductor is used for an inverter, overall efficiency including driving circuits such as the inverter can be enhanced.
  • FIG. 1 is an axial cross-sectional view of a permanent magnet-type motor 1 as an example of a permanent magnet-type rotary electric machine according to a first embodiment of the present invention.
  • a rotating-shaft drive-side unit 51a is configured to be coupled to an axle (not shown) of the railroad vehicle via a joint (not shown) and a reduction gear (not shown) to drive wheels (not shown) attached to the axle to run the vehicle.
  • a rotor 5 configured to have a rotor core 6 integrated with a rotating shaft 51, a plurality of vent holes 7 passing through the rotor 5 in an axial direction of the rotating shaft 51 are formed.
  • a cooling fan 52 is mounted on the rotating-shaft drive-side unit 51a to cause cooling air 58 taken in through an air inlet 53 to pass through the vent holes 7 and then be discharged through an air outlet 56.
  • a stator core 3 is arranged to face the rotor core 6 on a device inner side of a frame 54 and a stator winding 4 is attached to the stator core 3.
  • the stator core 3 and the stator winding 4 constitute a stator 2.
  • FIG. 2 is a cross-sectional view taken in a direction of arrows A-A in the permanent magnet-type motor shown in FIG. 1 .
  • the stator core 3 has a cylindrical shape and forms, on the side of an internal circumferential portion, for example, 36 slots 3a at equal angular pitches and intermittently to form 36 teeth 3b.
  • the stator winding 4 is wound, for example, by distributed winding to encompass a predetermined number of teeth 3b therein and is stored in the slots 3a.
  • the rotor 5 includes the rotor core 6 that is manufactured, for example, by stacking and integrating a predetermined number of magnetic steel sheets, that has an outer circumferential surface forming a cylindrical surface, and that is formed to array six pairs of two magnet insertion holes 9 and one vent hole 7 (that is, 12 magnet insertion holes 9 and six vent holes 7 in total) at equal angular pitches, and permanent magnets 9a housed in the magnet insertion holes 9, respectively.
  • the rotor 5 is arranged to be capable of rotating with respect to the stator 2 with a rotation gap 18 interposed therebetween.
  • the permanent magnets 9a are embedded in the magnet insertion holes 9, hollow portions 9b are formed at both side surface portions of each of the permanent magnets 9a, respectively.
  • Each of the pairs of two magnet insertion holes 9 and one vent hole 7 is arranged (formed) in a substantially U-shape to open toward an outer circumferential surface (in an outer circumferential direction) of the rotor core 6 (in other words, to be convexed toward the rotor center).
  • the magnet insertion holes 9 are located at both end portions on the sides of an outer circumference and the vent hole 7 is located at a central portion (on the side of the rotating shaft 51).
  • the permanent magnets 9a are arranged to cause magnetization directions (flux directions) indicated by arrows to be alternately opposite in adjacent ones of the pairs.
  • the rotor 5 in the permanent magnet-type motor 1 is configured in such a manner that permanent magnet groups magnetized in directions in which the magnetization directions obtained by the permanent magnets 9a converge toward the outer circumferential surface of the rotor 5 and permanent magnet groups magnetized in directions in which the magnetization directions obtained by the permanent magnets 9a diverge toward the central portion of the rotor 5 are alternately arrayed.
  • the magnetization directions of the permanent magnet groups are configured as described above in FIG. 2 to cause an induced voltage of a stator coil to be sinusoidal. Therefore, for applications not requiring an induced voltage of a stator coil to be sinusoidal, the magnetization directions are not limited thereto. That is, the magnetization directions of the permanent magnet groups magnetized toward the outer circumferential surface of the rotor 5 or toward the central portion of the rotor 5 can be parallel.
  • FIG. 2 shows an example of the permanent magnet-type motor that has six pairs of permanent magnet groups each pair including two permanent magnets 9a and one vent hole 7, configured by arranging 36 slots 3a at equal angular pitches in a circumferential direction of the stator 2, embedding 12 permanent magnets 9a constituting the six pairs of permanent magnet groups in the circumferential direction of the rotor core 6, and providing one vent hole 7 between one magnet insertion hole 9 and another magnet insertion hole 9.
  • the number of poles, the number of slots, the number of permanent magnets, the number of vent holes, and the like in the motor are not limited to those in the configuration shown in FIG. 1 and arbitrary numbers can be selected.
  • a permanent magnet having neodymium (Nd), which is one of elements called rare earth, as a primary component is suitable for the permanent magnets 9a to be embedded in the magnet insertion holes 9.
  • a torque generation principle in the permanent magnet-type motor is explained next.
  • the permanent magnet-type motor there are two kinds of torque including torque (so-called magnet torque) due to an interaction between a magnetic flux produced by permanent magnets and a magnetic flux produced by the stator winding 4 and torque (so-called reluctance torque) due to an interaction between a core portion on a surface of the rotor 5 and a magnetic flux produced by the stator winding 4.
  • torque so-called magnet torque
  • reluctance torque due to an interaction between a core portion on a surface of the rotor 5 and a magnetic flux produced by the stator winding 4.
  • FIG. 3 Magnetic paths of the reluctance torque in the permanent magnet-type motor according to the first embodiment are shown in FIG. 3 .
  • magnetic paths 15 of the reluctance torque generate torque in paths along the shape (the U-shape) of two permanent magnets 9a and one vent hole 7 located inside of the rotor core 6.
  • vent holes 7 are provided for the purpose of cooling the rotor core 6 and realizes cooling by the cooling fan 52 that is provided on a peripheral portion of the rotor 5 as mentioned above to flow cooling air through the vent holes 7. Therefore, provision of the vent holes 7 at positions that do not block the magnetic paths 15 of the reluctance torque enables an effective use of the reluctance torque. Furthermore, by cooling the rotor core 6, the permanent magnets 9a embedded in the magnet insertion holes 9 can be also cooled.
  • a cross-section of the vent holes 7 is formed in a rectangular shape in FIGS. 2 and 3 , the shape is not limited thereto.
  • the cross-section can be formed in a circular shape in view of manufacturing facility.
  • FIG. 4 shows simulation results indicating relations between the number of revolutions of the permanent magnet-type motor and the no-load induced voltage.
  • a waveform illustrated with white squares shows simulation values of the no-load induced voltage in a case where the permanent magnets 9a are inserted into two magnet insertion holes 9 located at side surface portions (both end portions on the outer circumferential side) of each of the U-shapes and a waveform illustrated with black triangles shows simulation values of the no-load induced voltage in a case where permanent magnets are inserted also into the positions of the vent holes 7.
  • Numerical values on the vertical axis represent values of the no-load induced voltage normalized with the overhead line voltage. In these simulations, conditions of the stator winding and the like are the same.
  • FIG. 4 indicates that the no-load induced voltage is equal to or higher than the overhead line voltage in a high-speed rotation area (in a rotation area equal to or higher than 3500 [r/min] in the example of FIG. 4 ) when three permanent magnets are embedded.
  • the no-load induced voltage in the high-speed rotation area can be caused to be close to the overhead line voltage.
  • the lower limit of the no-load induced voltage is defined by necessary torque and the current upper limit of switching elements.
  • the current upper limit is small and thus the maximum value of the no-load induced voltage is inevitably equal to or higher than the overhead line voltage.
  • the number of permanent magnets 9a containing neodymium (Nd) as a primary component can be reduced to two-thirds of a conventional number of permanent magnets. Accordingly, the cost of the permanent magnet-type motor can be reduced. Furthermore, the magnetic fluxes generated inside of the rotor 5 can be reduced and thus an iron loss being a main factor of the motor loss can be also reduced.
  • Nd neodymium
  • the permanent magnets used in a vehicle motor are quite high in the material cost.
  • a technique disclosed in the present embodiment that is, a technique of arranging two permanent magnets only at the side surface portions of each of the U-shapes is adopted, the cooling performance of the rotor 5 can be enhanced. This can lower specifications for the high-temperature resistance of the permanent magnets and thus can further reduce the magnetic cost.
  • the overhead line voltage varies in a range of ⁇ 20% from the center value (1200 volts to 1800 volts in a case of an overhead line of 1500 volts, for example). Accordingly, if the upper limit of the no-load induced voltage is set to a value equal to or lower than 0.8 times the overhead line voltage, the overhead line voltage does not exceed the upper limit of the no-load induced voltage even when the overhead line voltage varies. Thus the motor can be operated up to the maximum number of revolutions thereof without any special control.
  • control can be executed only in PWM control on the entire speed area of the vehicle motor. This point is explained with reference to FIG. 5 .
  • FIG. 5 is an explanatory diagram of a new control method of motor control as compared to a conventional method.
  • a waveform illustrated with a thick solid line shows a target current (a target current for a motor, the same applies below) in a case where the new method is used
  • a waveform illustrated with a thick broken line shows a target voltage (a target voltage for a motor, the same applies below) in a case where the new method is used.
  • a waveform illustrated with a dotted chain line shows a target current in a case where the conventional method is used and a waveform illustrated with a two-dotted chain line shows a target voltage in a case where the conventional method is used.
  • the control is executed in a PWM control mode in which the target current is set constant and the target voltage is proportionally increased according to the number of revolutions until the number of revolutions of the motor becomes a predetermined value while the control is executed in a control mode (a non-PWM control mode) in which the target voltage is controlled to be constant during a multiple pulse mode such as a synchronous pulse mode when the number of revolutions is equal to or larger than a predetermined value.
  • a control mode a non-PWM control mode
  • the target voltage is controlled to be constant during a multiple pulse mode such as a synchronous pulse mode when the number of revolutions is equal to or larger than a predetermined value.
  • the control is executed in the PWM control mode in which the target current is set constant and the target voltage is proportionally increased according to the number of revolutions in an area up to the maximum number of revolutions of the motor (in the entire control area).
  • the target voltage is smaller than that of the conventional method
  • the target current is set at larger values than those in the conventional method and therefore desired torque of a value equivalent to (or equivalent to or larger than) a conventional value can be ensured.
  • a regenerative brake can be used, for example, even during high-speed coasting and thus regenerative energy can be effectively used to reduce power consumption. Additionally, use frequency of a mechanical brake can be suppressed to suppress wear of the mechanical brake, so that the life of the mechanical brake can be extended.
  • FIG. 6 shows a configuration example of a vehicle drive system that executes the new method mentioned above.
  • a vehicle drive system 61 includes an input circuit 62 including at least a circuit breaker, a filter capacitor, and a filter reactor, an inverter 63 including switching elements 64a, 65a, 66a, 64b, 65b, and 66b and configured to be connected to at least one motor 68 for driving electric vehicles, and a control unit 67 for generating PWM signals U, V, W, X, Y, and Z for executing PWM control on the switching elements 64a, 65a, 66a, 64b, 65b, and 66b included in the inverter 63 and outputting the PWM signals.
  • the permanent magnet-type motor 1 as mentioned above is preferably used as the motor 68 connected to the inverter 63.
  • one end of the input circuit 62 is connected to an overhead line 70 via a current collector 71 and the other end thereof is connected via wheels 73 to a rail 72 being a ground potential.
  • DC power or AC power supplied from the overhead line 70 is input to the one end of the input circuit 62 via the current collector 71 and power (a DC voltage) generated at an output end of the input circuit 62 is input (applied) to the inverter 63.
  • the overhead line 70 is illustrated as a DC overhead line in FIG. 6
  • the overhead line 70 can be an AC overhead line. In the case of an AC overhead line, it suffices to provide a transformer at a previous stage of the input circuit 62 in the same configuration except for detailed design parts.
  • the inverter 63 has legs to which positive arms including the switching elements 64a, 65a, and 66a (the switching element 64a is for a U-phase, for example) and negative arms including the switching elements 64b, 65b, and 66b (the switching element 64b is for the U-phase, for example) are connected in series, respectively. That is, a three-phase bridge circuit having three pairs (corresponding to the U-phase, a V-phase, and a W-phase, respectively) of legs is formed in the inverter 63. In this case, switching elements using a wide band-gap semiconductor (such as SiC or GaN) are used as the switching elements 64a, 65a, 66a, 64b, 65b, and 66b. While FIG. 6 illustrates a configuration example of a case where the number of legs is three (three phases), the number of legs is not limited thereto.
  • the inverter 63 executes PWM control on the switching elements 64a, 65a, 66a, 64b, 65b, and 66b based on switching signals (the PWM signals) U, V, W, X, Y, and Z output from the control unit 67, thereby converting the DC voltage input from the input circuit 62 into an AC voltage of an arbitrary frequency and an arbitrary voltage to be output.
  • the switching signals U, V, and W are control signals for executing the PWM control of the switching elements 64a, 65a, and 66a (that is, the switching elements of the positive arms), respectively, and the switching signals X, Y, and Z are control signals for executing the PWM control of the switching elements 64b, 65b, and 66b (that is, the switching elements of the negative arms), respectively. Because a configuration of the control unit 67 that executes the PWM control and a configuration of the input circuit 62 that takes in power from the overhead line 70 to supply the power to the inverter 63 are known, detailed explanations thereof are omitted here.
  • FIG. 7 is a partial cross-sectional view for explaining a rotor configuration according to a second embodiment of the present invention.
  • the rotor has a configuration in which three magnet insertion holes 10a1 to 10a3 and two vent holes 11a1 and 11a2 are provided for each pole and a permanent magnet 12a1 is embedded in the magnet insertion hole 10a1 at a central portion and the permanent magnets 12a2 and 12a3 are embedded in the magnet insertion holes 10a2 and 10a3 at both end portions, respectively.
  • vent holes 11a1 and 11a2 for cooling the rotor core 6 and the permanent magnets 12a1 to 12a3 are provided between the embedded permanent magnets, specifically, between the permanent magnets 12a1 and 12a2 and between the permanent magnets 12a1 and 12a3, respectively.
  • the size of the magnet insertion holes is larger than that of the permanent magnets to form holes for preventing leakage fluxes at both end portions thereof after the permanent magnets are embedded, thereby to reduce the leakage fluxes.
  • vent holes 11a1 and 11a2 are positioned in a U-shaped curve connecting the permanent magnets 12a1, 12a2, and 12a3.
  • the vent holes 11a1 and 11a2 are to be specified more quantitatively, it suffices to apply an arrangement as shown in FIG. 8 , for example.
  • a direction of an extension of a longitudinal direction of the permanent magnet 12a1 (or the magnet insertion hole 10a1) located at the central portion of the permanent magnet group for one pole is L1
  • a direction of an extension of a longitudinal direction of the permanent magnet 12a2 (or the magnet insertion hole 10a2) located on the side of one of the both end portions (the outermost circumferential portions) of the permanent magnet group is L2
  • a direction of an extension of a longitudinal direction of the vent hole 11a1 is L3.
  • the vent hole 11a1 is arranged to cause an angle formed by the direction L3 and the direction L1 to be substantially half of an angle formed by the direction L2 and the direction L1.
  • the vent hole 11a2 can be similarly positioned based on relations with the permanent magnet 12a1 (or the magnet insertion hole 10a1) and the permanent magnet 12a3 (or the magnet insertion hole 10a3). With this arrangement, the vent holes 11a1 and 11a2 can be provided at positions not blocking the magnetic paths of the reluctance torque and thus the reluctance torque can be effectively used.
  • FIG. 9 is a partial cross-sectional view for explaining a rotor configuration according to a third embodiment of the present invention.
  • the rotor according to the third embodiment has a configuration in which two magnet insertion holes 20a1 and 20a2 and three vent holes 21a1 to 21a3 are provided for each pole, and a permanent magnet 22a1 is embedded in the magnet insertion hole 20a1 located on the right side of the vent hole 21a1 at a central portion and a permanent magnet 22a2 is embedded in the magnet insertion hole 20a2 located on the left side of the vent hole 21a1 at the central portion.
  • vent holes 21a1 to 21a3 for cooling the rotor core 6 and the permanent magnets 22a1 and 22a2 are provided between the permanent magnet 22a1 and the permanent magnet 22a2, between the permanent magnet 22a1 and an outer circumferential portion of the rotor core 6, and between the permanent magnet 22a2 and an outer circumferential portion of the rotor core 6, respectively.
  • the size of the magnet insertion holes is larger than that of the permanent magnets to form holes for preventing leakage fluxes on both end portions thereof after the permanent magnets are embedded to reduce the leakage fluxes, respectively, similarly to the first and second embodiments.
  • vent holes 21a1 to 21a3 are positioned in a U-shaped curve connecting the permanent magnets 12a1 and 12a2 and in a curve of an extension of the U-shaped curve toward the outer circumferential portions of the rotor 6 similarly to the first and second embodiments.
  • the positions of the permanent magnets 12a1 and 12a2 and the vent holes 21a1 to 21a3 are to be specified more quantitatively, it suffices to apply an arrangement as shown in FIG. 9 , for example.
  • a direction of an extension of a longitudinal direction of the vent hole 21a1 located at a central portion of a vent hole group including the vent holes 21a1 to 21a3, that is, the vent hole group for one pole is K1
  • a direction of an extension of a longitudinal direction of the vent hole 21a2 located on the side of one of both end portions (outermost circumferential portions) of the vent hole group is K2
  • a direction of an extension of a longitudinal direction of the permanent magnet 22a1 is K3.
  • the magnet insertion hole 20a1 into which the permanent magnet 22a1 is inserted is arranged to cause an angle formed by the direction K3 and the direction K1 to be substantially half of an angle formed by the direction K2 and the direction K1.
  • the permanent magnet 22a2 can be similarly positioned based on relations with the vent hole 21a1 and the vent hole 21a3. With this arrangement, the vent holes 21a1 to 21a3 and the magnet insertion holes 20a1 and 20a2 can be provided at positions not blocking the magnetic paths of the reluctance torque and thus the reluctance torque can be effectively used.
  • the relation (5) is an essential point in the invention of the present application and is not a characteristic for convenience sake.
  • the vent hole 7 located at the central portion in FIG. 3 is divided into two, the sum of the number of the permanent magnets and the number of the vent holes becomes an even number.
  • such a way of counting is not essential.
  • the number of the vent holes 7 is one. This point holds true for the permanent magnets.
  • the permanent magnet-type rotary electric machines have a configuration in which a plurality of magnet insertion holes in which permanent magnets are embedded, respectively, are arranged in the rotor core in substantially U-shapes facing the outer circumferential surface of the rotor, and the vent holes are arranged in a permanent magnet group for each pole at positions to pass through the rotor core in the axial direction thereof between one of the magnet insertion holes in which the permanent magnets are embedded and adjacent one of the magnet insertion holes or between the one of the magnet insertion holes and outer circumferential portions of the rotor core and to form the substantially U-shape together with the magnet insertion holes.
  • Such a configuration constitutes a considerable factor of driving the permanent magnet-type rotary electric machine with an inverter including the switching elements having a wide band-gap semiconductor as a base.
  • the permanent magnet-type rotary electric machine can be driven by the new method mentioned above.
  • the quantity of the permanent magnets can be reduced and thus the vent holes for cooling can be provided in spaces produced by the reduction.
  • the above configuration enables the vent holes for cooling to be provided without blocking the magnetic paths of the reluctance torque. Accordingly, while the quantity of the permanent magnets is reduced, reduction in the reluctance torque can be suppressed.
  • vent holes for cooling can be provided in the spaces produced by reducing the quantity of the permanent magnets in the permanent magnet-type rotary electric machines according to the first to third embodiments.
  • the performance of cooling the permanent magnets can be enhanced.
  • reduction in the cooling performance of the rotor and therefore in the performance of the rotary electric machine can be suppressed, which can contribute to a further enhancement in the overall efficiency including the driving circuits such as the inverter.
  • the specifications for the high-temperature resistance of the permanent magnets can be lowered as compared to the conventional one because of the enhancement in the cooling performance of the rotor. Therefore, the cost of the permanent magnets can be reduced.
  • the vent holes are arranged at positions to form a substantially U-shape together with the magnet insertion holes.
  • Such arrangement positions of the vent holes neither block the magnetic paths of the reluctance torque nor block the magnetic paths of the magnet torque.
  • the vent holes 7 are provided at positions on sides nearer to the center axis than the outer circumferential portions of the rotor core 6 in the configurations according to the first to third embodiments and thus reduction of the magnet torque can be also suppressed.
  • the present invention is useful as a permanent magnet-type rotary electric machine that can suppress reduction of reluctance torque while reducing the quantity of permanent magnets.

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  • Engineering & Computer Science (AREA)
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  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Permanent Field Magnets Of Synchronous Machinery (AREA)
EP12875182.3A 2012-04-23 2012-04-23 Permanent magnet-type rotary electric machine and vehicle drive system Active EP2843802B1 (en)

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CN104247214B (zh) 2017-05-24
KR101624070B1 (ko) 2016-05-24
US9685829B2 (en) 2017-06-20
EP2843802A1 (en) 2015-03-04
KR20140143799A (ko) 2014-12-17
EP2843802A4 (en) 2016-08-03
CN104247214A (zh) 2014-12-24
US20150077034A1 (en) 2015-03-19
WO2013160988A1 (ja) 2013-10-31

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